Intermittent-inductive train control



' 1, 1 March 1 1927. s. BUSHNELL 6 9698 INTERMITTENT INDUCTIVE 'TRA IN CONTROL Filed April 8, 1925 2 Sheets-Sheet 1 Fig.1. {a 1 (a EPV.

1 619,698 March 1, 1927. c s. BUSHNELL INTERMITTENT INDUCT IVE TRAIN CONTROL Filed'April a, 1925 '2 Sheets-Sheet 2 Patented Mar. 1, 1927.

* uuirsn era-s CHARLES S. BUSHNELL, OF ItQCHESTER, NEW YORK, ASSIGNOR T0 GENERAL RAILWAY SIGNAL COMPANY, OF ROCHE$TEB, NEW YORK.

. Application filed April 8, 1925. Serial No. 21,55.

Th i 5 control ystems of the intermittent induc-' the type.

In certain well known systems of intermittent inductive train control, control influences are transmitted from the trackwafy to a moving vehicle by diverting flux emanating from a "flux producing coil carried by the ear to a secondary or influence receivig coil disposed adjacent to such flux p roducing coil when the car element including these coils passes by a tracliway device comprising an inert or unmagnetized magnetic body. In practice this magnetic body has a bucking coil associated therewith, and is ac tive and able todivert flux to the secondary coil only it. this bucking coilis open-cin cuit ed and is ineii'ective and inactive when this coil is closed inia circuit oi-fi low resistaim; such diversion of flux inducing a voltage in tliesecond'ary coil in proportion to the rate at which the flux is diverted. in practice, it has been found that an influence communicating arrangement of this kind is very desirable for transmitting control influence through an intervening air gap 111- ductively, for the reason that it induces cur: rent in the receiving coil the strengtlrot which depends on the speed of the train; so that a much stronger impulse is trans mitted at the higher speeds, which is found advantageous in that the time during which the current may act decreases as the speed 01 the train increases 5 so that, the net result is the transmission of an effective control influence at all speeds above a certain low speed value which in practice hasbcen found to be about 3 miles per hour- In pre vious proposed systems of the kind mentione-d, it was impossible to transmit a control influence below 3 miles per hour for the reason that the electro-respousive device which is intended to respond to the control influence transmitted in this way, could not be adjusted to its most critical value, for

if this were done it would respond when the car-carried equipment moved by a trackway device in its inactive or short-circuited condition, because a certain limited inductive effect is produced by a trackway device even if its coil is closed eircuited, especially at those speeds at which the intluene communieating means functions the best. In accordance with the present invention it is iu'opmcl to change the sons itiveuess oi the invention relates to automatic train car-carried influence receiving means at ditfferent speeds, so that control influences may be transmitted at speeds less than 3 per hour; and as a further object and purpose it is proposed to simulate movement of the train by varying" the current in the flux producing coil, so that a change of flux miles in the secondary coil takes place by reason j of variation of the flux producing current at a time when the car-carried apparatus is in inductive communication with an active tr clzway device. Other objects, purposes and characteristic features of'the invention will appear as the descriptionthereof progresses. r

In describing the invention in detail, reference will be made to the accompanying drawings in' which Fig. 1- illustrates a simple type of block signaling system upon which the trachway apparatus of a train control system embody ing the present'invention is superimposed;

Fig. 2 shows inductive influence communicating means of the type above mentioned in which. the current of the primary or flux producingcoil is'in'creased when the speed .of the train is below a certain value;

, Fig. 3 shows a similar system to that shown in Fig. 1 in which the potential applied tothe detecting or control relay is reduced when tlietrain travels at less than a certain speed;

Fig. l shows a system of influence com municating means similar to that shown in F igs. l and 2, in which the unidirectional flux producing current is pulsatedat: speeds below acertain value; and

Fig. 5 shows a systen'i similar to that shown in Fig. 3 in which the primary unis directional current is pulsated at the rate of movement of the train at all speeds of the train, the rate of interruption or pulsation of the current being such that this current is practically constant at the higher train speeds.

Tracie Quay opparatusr l he trackway apparatus adaptable for use with the carearried apparatus illustrated has been shown in Fig. 1 and consists of a simple typeof block signal system upon which suitable influence transmitting trackway' devices are superimposed, together with means for controlling the same.

Referring to Fig. 1 the track rails 1 are divided by insulating joints 2 into blocks mechanism or control circuits.

entrance end of the block block and derived from a track battery 4: at the exit end ofthe block. the normal direction of traffic being as indicated by the arrow, this circuit thus constituting the usual closed track circuit. Near the entrance end of the block is provided a line relay 5 which under normal clear traffic conditions of the block I and the block J next in advance is energized through a circuit including; the front contact 6 of the track relay 3 and the front contact 7 of the track relay 3.

Although the influence comunicating means embodying the present invention may be applied to train control systems in which cab signals are used and in which wayside signals are not absolutely necessary, it may be used in connection withwayside signals of either the color light or semaphore type, and semaphore signals Z only have for convenience been shown conventionally without illustrating their Well known ope-rating The apparatus thus far described is that used in practically every modern block signal system.

In addition to this apparatus there is provided at the entrance to the block I a track element T comprising a U-shaped core 9 preferably constructed of laminated magnetic material terminating in enlarged pole pieces 10 and having acoil 11 thereon which is'normally closed in a circuit of low resistance through the front contact 12 of the line relay 5. This track element T is preferably located a distance in the rear of the 1 so that it is encountered by a suitable car-carried device of a train before the first axle of the train enters this block, this to avoid the train stopping itself, so to speak. by dropping the track relay of this block and placing the device T in its active condition before the car element has passed the same,

It is believed unnecessary to consider in detail the movements of trains in the various blocks. it being obvious'from the drawings that the track element T has its coil 11 closed in a circuit of low resistance, and is therefore inactive, when the block I at the entrance to which it is placed and the block J next in advance of this block are unoccupied. and that it has its coil open-circuited when either of these blocks are occupied; so that, this traclzway device T is inactive under clear traflic conditions ahead and is active under both caution and danger trafiic conditions ahead. This control for the trackway device T should be borne in mind in connection with the description of the operation of the various types of car-carried apparatus described hereinafter.

Oar-carried apparatus-Since the present invention relates particularly to influence comunicating means for train control systems, it is considered unnecessary to show specific means for limiting the speed of the train or for effecting a brake application regardless of speed. and in order to show a simple device actually capable of controlling a train an electro-rcsponsive device EPV has been illustrated which may be assumed to be a device for effecting an automatic brake applicatioin either by controlling a.

suitable brake pipe venting device .or a brake valve actuator or for inltiating asuitable speed restrlcting mechanism. This device EP is preferably so constructed that it I may he energized by pulsating current; that a direct current having a ripple thereon.

in the arrangement shown in Fig. 2 the car element l1 comprises a core 15 of inverted U-shape preferably constructed of laminated magnetic material and terminating in downwardly facing pole pieces 16. The leading leg of this core 15 has a primary coil P contained thereon and the trailing leg; is provided with a secondary coil The carcarried apparatus also includes a control relay (lit which preferably i comprises an electro-responsive device which has its moving parts well balanced and pivotally mounted about a vertical axis so that it is substantially immune to the jars and vibrations ordinarily encountered upon a railway vehicle. In order to change the characteristics of the car-carried apparatus in accordance with speed, as heretofore mentioned, a suitable speed responsive device is preferably provided. speed responsive device G is one of the well known centrifugal type and comprises a shaft 17 driven from the wheels of the vehicle in any suitable manner, on which is contained a grooved collar 19. An insulated contact arm pivotally supported at Ll has a bifurcated end 21 engaging the ;2:rooved collar 19. It is of course obvious from the drawings that the arm 23 responds to the speed of the vehicle at all times.

The primary coil P of ment L is normally energizedby direct current through the following circa ,:-bep;innine" at the terminal B of a suitable source of energy (not shown) such as a battery, the other terminal of which is connected to a common'return wire C, wire 28, front contact 29 of the control relay CR, wire 80 normally closed contact 31 of the push button. 32, wire 33, rheostat 8st, contact arm 23 of the governor G, wire 35, winding of the device EPV, wire 36, primary coil P, wire 37,

In the arrangement shown this the car-carried ele llll back to common return wire C. The various parts and voltages are so proportioned that a con'iparatively heavycurrent flows in the primary coil P thereby producing a large magneto-motivo-torce in this car element tending to send a flux through the core 15 thereof. The secondary coil S is connected in-series with the control relay CR through the following circuit :-beginning at the terinjinal B of the control relay CR, wire 38, front contact 39 ot the control relay CR, wires it) and ll, winding of the control relay CR, wire 42, secondary coil S, wire 3 back to common return wire C. The winding of the control relay CR and that of the secondary coil S are so proportioned and have such a resistance that the current flowing in this circuit is of a values to maintain [l relay energized to a suitable margin above drop-away. By looking at Fig. l oi the drawings it will readily appear that the carcarried apparatus is constructed on the closed circuit principle, for it either of the circuits just traced should become open the device EPV is (lo-energized and an auto-' matic restriction in the movement of the train occurs.

Operation of Fig. Fl-As heretofore mentioned the track element may be in its active or its inactive condition depending on tratfic conditions ahead. Bea-ring this in mind, let us assume that a train equipped with the apparatus-shown in Fig. 2 in its normal condition is moving along the track at a comparatively high speed and passes by a track element T having its coil 11 opencircuited. As the car element .L passes onto the track element T a sudden increase of l'ltlX through the secondary coil S takes place; This increase of flux, it is believed, is mainly due to a diversion of flux from leakage paths aroundthe primary coil P, and possibly to a certain extent due to the increase ot'the total flux passing throughthe coil P. In any event, a sudden increase of flux in the secondary coil S takesplace Whichinduces a voltage in the control relay Cit which'is in a direction to impose the voltage impressed upon this secondary circuit by the battery heretofore mentioned. The induo tion of this voltage in the secondary circuit CE is sutlicient to cause this relay to assume its'retracted position, thereby opening its front contact 39 and permanently interrupting the secondary circuit. .As the can element recedes from the track element T a voltage is induced in the opposite direction in the secondary coil S due to a de-" crease in flux, this voltage, however, producing no effects because the secondary circuit is already open.

\V'th the control relay CR deenergized, front contact 29 of this relay interrupts the energizing circuit for the device EPV which restricts the moveinent of the train in one of the various ways heretofore mentioned. Proceeding on the assumption that V a piclcup circuit for the control relay CR which includes the front contacts-lof the push button82, which circuit is obvious from the drawings. Cltonce picked up it will again stick up through the stick circuit heretofore traced.

It should be noted that the reset push lVith the control relay button 32 protected against misuse orabnseby having a normally closed contact 31 contained in the energizing circuit of the device EPV which is open so long as the push button 32 this to prevent the engineer from defeating the purpose of the system illustrated by permanently typing" down or otherwise maintaining the push button in its'depressed posit-ion andthereby making the control relay non-stick. 1

Let us now assume that the car element L passes onto" a trackjelement T having its is in its depressed position,

coil 11 'closed in a circuit of low resistance,

that is, when in its inactive condition. Under this condition insutl'icient voltage'is induced in the secondary coil S to de ener gize the control relay CR. This, it is be lieved, is due to the bucking action of the coil 11 which is noW closed in a circuit or preferably lOW resistance. To explain, as the car eleinent Ljpasscs onto the track element T a small amount of flux links the core 9 of the track element thereby inducing a con'ip-aratively heavy current in the coil 11, which current is in a direction to oppose the flux producing it, so that only aslight increaseof flux through the track element T takes place, and consequently the reluctance of the car element L is not materially changed and very little increase ottlux in the secondary coil S takes place, so that the control relay CR is'not (lo-energized when a traclrway element inits inactive condition is passed over. V

From the foregoing it will, o'f"course,'b'e observed that the greater the magnetomotive-torce in the primary coil P the less the speed of the train needs to be to effect in the secondary ment of the train, becomes more sensitive near zero speed whereby it may be relied on for the transmission of a control influence down to extremely low train speeds. It is,

of course, understood that the car-carried system should not be adjusted to its most sensltive ad ustment at lngher train speeds, because a certain influence is transmitted by track elements when in their inactive condition as well-as by crossing rails, and the like. Description of. Z "ig. 3.'lhe car-carried apparatus shown in F 1g. 3 ot the drawings is exactly the same as that shown in Fig. 2

the time. This is accomplished by segments 50, 51,52 and 53 which are adapted to be engaged by the arm 23 of the governor G, and which are connected to junction points between the battery and end cells by lead wires including resistances 5-l, 55, 56 and 57.

These resistances aroused so that as the arm 23 moves from one segment to the other and for a time contacts wlth both of these segments the particular end cell between these segments will not be short-circuited except through two of these resistances in series.

It is considered unnecessary to decribe the operation of the system shown in' Fig. 0 since the operatioin in itself is the same as that ot' Fig. 2 except that the control relay GR is energized by smaller currents the speed of the train decreases, whereas in the arrangement shown in Fig. 2 the primary coil P was energized by heavier currents as the speed of theft-rain decreased, the net re sultin both systems being the same, that is, each system is adjusted more sensitively as the speed of the train decreases, which is desirable for reasoi'is'heretotore given.

Description of Fig. 4.-ln the arrangement shown in Fig. at the current in the primary coil P is not only increased when the speed of the train falls below a. certain value, as in the system shown in Fig. 2, but

the current in the primary coil- 1? is also intermittently varied so that a pulsating current tlowsin this coil when the speed of the train is less than that value. The particular arrangement. shown in Fig. 4- is identical to that shown in Fig. 2 except that two resistance units 60 and 61 are used in place of the rheostat 34:, the res. 'tance unit 60 being cut in the primary circuit for all speeds above, say 3 miles per hour, whereas the resistance unit 61 is cut in the primary circuit for all speeds less than 3 miles per hour, the resistance 61 being intermittently shunted by the segment 62 contained on the insulated collar 63 of the speed responsive for all speeds under clear traflic conditions is the same as that shown in Fig. 2, so that the operation of the arrangement shown in Fig. 4- at speeds of less than 3 miles per hour need only be considered.

Let us assume that a train equipped with the apparatus shown in Fig. 4 moves along the track at a speed of less than 3 miles per hour. Asthe car element L passes onto the track element T under the assumed conditions only a very low rate of change of flux through the secondary coil S takes place, this rate of change by itself being insulhcient to drop the control relay CH. The parts are so proportioned that sometime during the presence of the car element L over the track element T the segment 62 of the governor G completes a shunt around the resistance 61 so that a sudden increase in the primary current takes place regardless of whether the train is moving at the lowest possible speed or whether it is moving from two to three miles per hour, the shunting of the resistance 61 by the segment 62 having of course no effect on the system it the speed is higher than 3 miles per hour, because the resistance 60 is substituted for the resistance 61 in the circuit of the primary coil P by the selecting contact 23 of the speed gov crnor G at speeds above, say, 3 miles per hour. This increase of primary current causes a sudden increase in the flux of the secondary coil S which by reason of the ac tive track element induces a potential in this coil sufficient to drop the. control relay CR, and with the control relay CR (ls-energized the progress of the train'is restricted in a manner similar to that shown in the system in Fig. 2. Similarly, the control relay OR may be restored by depressing the push button in a manner as heretofore described. For reasons heretofore given the apparatus shown in Fig. ,4 does not transmit a control influence upon passage of the car-carried apparatus over an inactive short-circuited track element.

Description and opemtoa of Fig. 5.The apparatus shown in Fig. 5 of the drawings is exactly the same as that shown in Fig. 4, except that the governor G, the circuit controlling means governed thereby, the resistances 60 and 61 and the interrupter 62 for intermittently short-circuit-ing the resistance 61 have been omitted, and in place of this apparatus a resistance unit has been inserted in the energizing circuit for the primary coil P which resistance unit 70 has connected in multiple therewith an interrupter comprising an insulating drum 71 rotated with the axle of the vehicle and preferably mounted directly thereon having conducting segments '72 contained thereon which are adapted to bridge suitable con tact brushes designated by arrows 73 during movement of the train along the track. A

In the arrangement shown in Fig. 4, the value of the primary current is intermittently changed only when the speed of the train is less than a certain value assumed to be about 3 miles per hour. This is done, because the primary current is preferably maintained constant and unvarying for speeds above this value, so that the impulse transmitted to the secondary coil S is wholly due to movement of the train at these speeds and increases in magnitude with the speed of the train, so that the control relay CR may be effectively dropped at very high speeds as wellas at speeds as low as 3 miles per hour. The arrangement shown in Fig. is proposed to function very much like the system shown in Fig. 4 in spite of the fact that the governor G which has been provided in Fig. 4 to make the current pulsating apparatus ineffective above 3 miles per hour has been omitted.

The apparatus shown in Fig. 5 is designed so as to cause the current in the primary coil P to be'practically a constant current, that is a current with practically no ripples superimposed thereon, for speed values higher than say or miles per hour, Whereas for speeds below say 3 miles per hour a very pronounced pulsation or ripple is present. This operation of the apparatus shown in Fig. 5 has been substantiated by laboratory tests, and functions on the theory, it is believed, that by reason of the comparatively high inductivereactance in the primary circuit, which includes both the primary coil P and the winding of the train control device EPV, both of which are highly reactive, and the current in this circuit changes only a very small amount during the time that the resistance is not shunted by the interrupter 7l-73 for speeds say above 20 miles per hour; whereas for speeds of less than '3 miles per hour the time during which the resistance 70 is shunted is long enough to change the currentto its ultimate value. In other words, if there are say 10 units of current flowing in the primary circuit when the resistance 70 is shunted and there are only at unitsof current flowing when the resistance 70 is not shunted, then the current will reach a substantially constant value somewhere between at and 10 units when the train is running at comparatively high speeds, this average value depending somewhat on the ratio of the time during which it is shunted and is not shunted. Also, if the speed of the train is very low the current is per hour,

fluctuated from a minimum of 4 units to a maximum of 10 units during progress of the train along the trackway. The rate of change of this current is of course substan tially the same because the rate of change depends on the constants of the circuit, this because the making or breaking of the circuit as the case may be, of the shunt around the resistance unit 70 is abrupt. In thisconnection it would at first hand appear that since this rate of change of current is substantially the same whether the speed islow or high that the induction of current in the secondary coil and in the control relay CR due to this making or breaking of the shunt around resistance 70 when over a trackway device would effect de-energization of the control relay GR, in each case. This is however an erroneous conclusion, because the decrease of current lay GR in itself does not alone determine whether this relay is to assume its de-energized position, but the time during which the current remains reduced is also a factor in determining its de-energization, this because a certain amount of mechanical lag, or time required for the armature to open the stick contact 39, exists; further although the voltage induced in the secondary coil may be high the actual change of current in this coil and the control relay CR maybe small due to the impedance of the secondary cir-,

cuit. In other words, when the train is moving at relatively high speed the fluctuation of the primary current is less in magnitude but varies at substantially the same rate while changing, and probably the voltage induced in the circuit of the control'relay CR due to this change is appreciable at these high speeds, but the time during which the current in the control relay CR remains reduced is not sufl'iciently long to allow this relay to assume its de-energized position, for reasons already given and it is only when there is a rate of change in current flow in the primary coil P which extends over a considerable period of time, as would occur it the train runs at less than say three miles that the control relay GR is de energized by reason of such change in current in the primary coil P; and the control relay GR is de-energized when conditions require at the higher speeds, not by reason of the rate oi change of current in the primary coil P but by reason of the rate of movement of the car-carried element by the trackway element. .ADOtllGl way of stating the theory upon which this apparatus is believed to function, is that the inertia of the armature 01"" the control relay CR and the .distance this armature must move before the stick contact 39 opens, determines the speed of the train below whichthe control relay CR may be de-energized as a result of the fluctuations of the primary current.

flowing in the control re- The net result, therefore, is that the apparatus in Fig. 5 functions very muchlike that'illustrated in Fig. 4 as far as the transmission of a control influence to the control relay CR is concerned, but the fluctuations in the primary current are damped out, so to speak, at the higher train speeds, whereas in the arrangement shown in Fig. l this primary current is not pulsated at all at the higher speeds. Since the effect as far as transmission of control influences to the controlrelay GR is concerned, is substantially the same in Fig. 5 as it is in Fig. i, a detailed description of the operation of Fig. 5 is deemed unnecessary. It may however be repeated at this time, that the functioning of the system shown in Fig. 5 is the same as that shown in Fig. 4 for speeds below say 3 miles per hour; whereas above say 15 miles per hour there is only a small ripple produced on the current flowing in the primary coil P, of the apparatus in Fig. 5, this by reason of the high inductive reactance of this circuit for the frequency of interruption of the shunt around the resistance YO at such high train speeds. It might be pointed out that the arrangen'ient shown in Fig. 5 is advantageous, in that it does not require a mechanical transmission from the wheels of the vehicle to the car-carried mechanism.

Having thus shown several specific embodiments of the present invention, and having rather specifically described their coustruction; it is desired to be understood that the particular arrangements illustrated have not been shown for the purpose of signifying the scope of the invention nor indicating the particular apparatus preferably employed in practicing the invention, but have been shown to illustrate thenature of the invention and facilitate its description, and that various changes, modifications and additions may be made to adapt the invention to the particular train control system in connection with which it is to be used without departing from the scope of the invention or the idea of means underlying the same.

7 What is desired to be Patent is 1. Inductive influence communicating means for automatic train control systems comprising; car-carried apparatus including a normally energized fiuX producing coil; a secondary influence receiving coil; a control relay having a front contact; a secondary circuit including said secondary coil, the winding of said relay, a source of direct current and the front contact of said relay in series; trackway means for inductively coupling said coils; and means for varying the sensitiveness of said car-carried apparatus at different speeds including a speed responsive device.

2. Inductive secured by Letters influence communicating means for control systems comprising; carcarried apparatus including a normally energized flux producing coil; a secondary influence receiving coil; a control relay having a front contact; a secondary circuit including said secondary coil, the winding of said relay, a source of direct current and the front contact of said relay in series, trackway means for inductively coupling said coils, and means for changing the degree of excitation of said primary coil in accordance with the speed of the train.

3. Inductive influence communicating means for automatic train control system comprising; car-carried apparatus including a normally energized fiux producing coil; a secondary influence receiving coil; a control relay having a front contact; a secondary circuit including said secondary coil, the winding of said relay, a source of direct current and the front contact of said relay in series; trackway means for inductively coupling said coils; and means for intermittently changing the energization of said primary coil.

4i. Inductive influence means for communicating impulses from the trackway to the vehicle inductively for automatic train control systems comprising; a car-carried apparatus including a normally energized flux producing coil; a secondary influence receiving coil; a control relay having a front contact; a secondary circuit including said secondary coil, the winding of said relay, :1. source of direct current and the front contact of said relay in series; trackway means for inductively coupling said coils; and means for intermittently changing the energization of said primary coil at speeds below a predetermined speed only.

5. In an automatic train control system; the combination of car-carried means including a core of magnetic material having a primary flux producing coil and a secondary influence receiving coil thereon; a control relay; a primary circuit including a source of directcurrent potential; a secondary circuit including said secondary coil, the winding and a front contact of said relay, and a source of direct current in series; means for varying the sensitiveness of said car-carried apparatus at different speeds including a speed-responsive device; and of trackway means for inductively coupling said primary and said secondary coil.

6. In an automatic train control system; the combination of a car-carried means including a core of magnetic material having a primary fiuX producing coil and a secondary influence receiving coil thereon; a control relay; a primary circuit including a source of direct current potential; a secondary circuit including said secondary coil, the winding and a front contact of said relay, and a source of direct current in series;

means for intermittently changing the degree of energization of said primary coil at speeds below a certain speed only; and of trackway means for inductively influencing said primary and said secondary coil.

7. Influence communicating means for automatic train control systems of the intermittent inductive type comprising, a carcarried uni-directional source of magnetomotive-force, means for pulsating said magneto-motive-force, an influence receiving coil, and traific controlled trackWay means for causing the induction of a voltage in said receiving coil in response to said magneto-motive-force.

8. Influence communicating means for automatic train control systems of the intermittent inductive type comprising a carcarried core having a primary and a secondary coil thereon, a stick relay, a circuit including in series said stick relay a source of energy and said secondary coil, a unidirectional source of potential for energizing said primary coil, means for intermittently varying the flow of current due to said source in-said primary coil and trackway means active under predetermined traliic conditions ahead for inducing a potential in said secondary coil to de-energize said relay in response to the pulsating magnetic field emitted by said primary coil.

9. Inductive influence communicating means for automatic train control systems comprising; car-carried apparatus including a normally energized flux producing coil; a secondary influence receiving coil; a control relay having a front contact; a secondary circuit including in series said secondary coil, the Winding of said relay a source of direct current and the front contact of said relay; track vay means for inductively coupling said coil; and means for varying the sensitivity of said car-carried apparatus at different speeds and for intermittently varying the flow of current in said flux producing coil including a speed responsive device.

In testimony whereof I afliX my signature.

CHARLES S. BUSHNELL. 

